Apparatus for electrically controlling air-brakes.



' E. L. ORGUTT', DEQD.

r. A. MADDOX & E. N. HUTGHINS, EXEGUTORS.

APPARATUS FOR ELEGTRIGALLY CONTROLLING AIR BRAKES.

mil-155555 APPLICATION FILED JULY 12,1909;

Patented Oct. '20, 1914.

3 SHEETS-SHEET 1.

E. L. OROUTT, DECD.

I A MADDOX &E N HUTGHINS EXEGUTORS APPARATUS FOR ELEGTRIGALLY CONTROLLING AIR BRAKES. 1, 1 14,642.

APPLICATION FILED JULY 12,1909. 20

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E. L. ORGUTT, DEGD. v I. A. MADDQX & E. N. HUTOHINS, EXEGUTORS APPARATUS FOR ELEGTRIOALLY CONTROLLING AIR BRAKES.

1, 1 APILIOATION FILED JULY 12,1909. 20,

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EDWARD L. ORCUTI, F SOMERVILLE, MASSACHUSETTS; FRED A. MADDOX, OF MED- FORD, MASSACHUSETTS, AND ELMER- N. HUTCHINS, 0F SOMERVILLE, MASSACHU- SETTS, EXECUTORS OF SAID ORGUTT, DECEASED.

APPARATUS FOR ELECTRICALLY CONTROLLING AIR-BRAKES.

To all whom it may concern Be it known that I, ED\V.-\RD L. ORCUTT, a citizen of the United States, and a resident of Somerville, in the county of Middlesex and State of Massachusetts, have invented a new and useful Improvement in Apparatus for Electrically Controlling Air-Brakes, of which the following is a specification.

The present invention relates to apparatus for electrically controlling air brakes, and its object is to improve and simplify such apparatus in the manner hereinafter set forth.

The drawings which accompany and form a part of this specification illustrate several forms of apparatus and circuit arrangements whereby my invention may be carried into effect; but it will be understood that both the apparatus and circuit arrangements may be subjected to a wide range of variation without departing from the principle of this invention.

In the drawings,Figure 1 is a vertical section, taken on the line 11 of Fig. l, of the preferred embodiment of my invention. Fig. 2 is a diagrammatic view of the rotaryvalve .seat 35. Fig. '3 is a diagrammatic view of the rotary valve 43. Fig. l is a horizontal section taken on the line H of Fig. 1 with the member 42 removed. Fig.1

5. is a section partly in elevation taken on the line 55 of Fig. l. Fig. 6 is a vertical section of amodified form of train-line blanking valve. Fig. 7 is a vertical section of another embodiment of my invention.

In the particular drawings selected for more fully disclosing my invention,,6 is an engineers air-brake valve connected by the pipe 7 to the main reservoir (not shown) of the air brake system, and connected in turn to the train-line pipe 8. The pipe ends 8 0f the casing 10 of the blanking valve l7 are connected by the nuts 9 to said tram-line i e. liri ed with a suitable bushing 13 and carrying a movable abutment 1a which in the present instance is shown as a piston provided with rings 15 and a piston rod 16. The movement of the piston rod .is communicated to the blanking valve 17, sliding upon the seat 18, in any suitable manner, as for example, by the shoulders 22. The spring 19 holds the blanking valve 17 upon its seat. The cap 20 of the chamber 11 af- Specificationef Letters Patent.

Application filed July 12, I909.

The casing 1O contains a chamber 12,

' stem 42.

Patented Oct. 20, 1914. Serial No. 507,278.

fords a guide for the piston rod and the cap 21 forms a stop'for the same. It will be understood that inasmuch as the sole function of the abutment H is to move the blanking. valve 17 on its seat, a flexible diaphragm may be substituted for said piston.

The retaining valves 26, 27, which are suitably constructed to control the pressure in the train-line pipe, are connected by the pipe 25 to the passage 24 which communicates with the chamber 23 when the valve 17 is in its blanking position.

In the present instance these valves are provided with weights 29 and 30, so proportioned that the valve 26 will cause apressure of fifty pounds per square inch to be retained in the train-line pipe and the valve 27 will cause a pressure of ninety pounds per square inch'to be retained therein. The valve 28 is employed to open and, close communication between the pipe 25 and the valve 26. The normal train line pressure is about seventy pounds per square inch and when the valve 28 is o ened, the retaining valve 26 will release al pressure in excess of fifty pounds per square inch and the train-line pipe pressure will slowly be reduced to this amount, thereby causing the full brake pressure to be exerted upon the brakes with a reduction of only twenty pounds per square inch of pressure in the train pipe. It will readily e understood, however, that as shown in the modification illustrated in Fig. 7, I may employ the springs 29', 30, instead of the weights 29, 30.

The pipe 34:, connected between the main reservoir pipe 7 and the passage 31 in the casing 10 by the unions 33 and nipples 32,

conveys the compressed air from the main reservoir to the chamber 39 in the cap 38, the passageway 31 in said casing communicating with .the similarly numbered passages through the packing 36, 37 valve seat 35 and cap 38.

The rotary valve l3, provided with the l ports 52, 54 and 55, rests upon the seat 35 in the cap 38 and is operated by the handle 40 which-is attached by the nut 41 to the Tn the present instance I have shown said stem terminating in a key or wedge-shaped member and cooperating with the key-way formed between the lugs 42' on the rotary valve 43. A suitable packing such as shown at lat may be applied to the stem 42. The valve seat 35 may be provided with abearing 45 for the axle 46 of the rotary valve. The lower face of the rotary valve is provided with a chamber 56 which communicates with the port 52 therein and which is so arranged that normally it overlies the ports 49 and 50 ofthe valve seat.

The casing 57 of the electrically operated valve 58 is attached to the casing 10 through and key 75. Each of said armatures 72 and 73 is controlled by electromagnets 77, 78 and the latter are energized by the batteries 80, 85, respectively, their circuits being controlled by the keys 82, 87, respectively. The whistle 66 is connected with the passage 49 which is normally closed by the valve 58. This whistle operates whenever the circuit .of the coil 60 is opened and the brakes applied, as hereinafter more fully explained.

As shown in Fig. 5, the Whistle 90 is connected by the pipe 89 with the passage 48 in the casing 10 and valve seat 35. This whistle operates whenever the brakes are released without first closing the circuit of the coil 60.

The bolt and nut 91 may be employed for securing the casing 10 to a suitable support .and the bolts and nuts '92 for-securing the cap 38 and rotary valvev seat 35 to said casing.

In Fig. 4, the line 93 shows the running position of the rotary valve, this being the lposition of said valve represented in Fig. 1 andindicated in Figs. 2 and 3, wherein the port 52 and chamber 56 are in communication with the passage 49 and the .port 50, said chamber spanning said ports 49 and 50, and wherein there is no other communication between the ports of the valve and those of the valve seat. The line 94 in Fig. 4shows the cut-out position of the rotary valve wherein the port 52 of the valve is in communication with the port 50 of the valve seat, port 55 of the valve is in communication with port 51 of the valve seat, and

port 54 of the valve is in communication with the passage 48 of the valve seat and casing.

The operationis as follows: When the handle 40 is in the running position and the coil 60 is energized, the compressed air supplied to the chamber 39 by the pipe 34 and passage 31 at the full pressure of the main reservoir will pass by port 52 to the passage 49 which is normally closed by the electrically operated valve 58 and will pass also through the chamber 56 in the rotary valve and the port 50 to the chamber 12, so

that the piston 14 is subjected to such main reservoir pressure of about ninety pounds per square inch, thereby'causing it to take the position shown in Fig. 1. The blanking valve 17 controlled by said piston will uncover the pipes 8 8 and will close its port 24, thereby permitting the compressed air to flow from the engineers valve 6 to chamber 11 by way of the pipes 8 and valve seat 18 and thence out through the train-line pipe to the brake equipment. Thus so long as the magnet 60 isenergized, the air brakes may be controlled in the usual manner by the engineers valve. However, should the magnet 60 be denergized, as by the opening of its circuit by the key 75 or at the contacts 71 or 74, the armature 64 will drop against the stop 62 thereby allowing the valve 58 to open the passage between the whistle 66 and the chamber 39 and thus relieving the pressure in the chamber 12 above the piston 14. The train-pipe pressure in chamber-11 operating on the under side of piston 14 is now greater than that in chamber 12, so that said piston will rise and the valve 17 will cover the port 18 of the lower train pipe 8, while at the same time the train-line pipe pressure will commence to discharge through the chamber 23 in the valve 17 at a rate determined by the size of the direct opening to the atmosphere or else by way of the port 24 and pipe 25 to the retaining valves 26 and 27 if the latter be employed. During this time, air has been supplied to the chamber 12 by way of the small port 52, chamber 56 and port 50, and also .to the passage 49 by way of said port 52 andchamber 56, causing a slight pressure sufficient to blow the whistle 66 continuously, the valve 58 being off its seat, but

the pressure in the chamber 12 is not sufii: cient to overcome the train-line pressure operating on the under side of the'piston 14. When the brakes have thus been applied, they cannot be released otherwise than by re-closing the circuit of the magnet 60, without causing the Whistle 90 to blow. Should the lever 40 be moved from its-running position 93 to its cut-off position 94 without closing the circuit of the magnet- 60, the

rotary valve 43 will move so that the port 55 will be directly over the port 51 and will allow the full main reservoir pressure to,

pass from chamber 39 to chamber 12, thereby driving the piston 14 and the blanking valve 17' down to releasing position, so that the engineers brake valve can now recharge the train-line pipe to its usual full releasing pressure. At the same time the port 54 in the rotary valve 43 will be directly over the port 18' in the valve seat, thereby causin a flow of air from the chamber 39 to the p'pe 89 and whistle 90. The whistle 90 will blow so long as this condition is allowed to continue or until the handle 40 is returned to its normal position. Should the handle 40 be returned to its normal or running position without first closing the circuit of the magnet 60, the brakes will be again applied and the whistle 66 will again blow.

It will be understood from the foregoing that whenever the brakes have been applied by operating the valve 58, the energization of the magnet 60 will cause the release of the brakes; that the whistle 66 will sound an alarm so long as the circuit of said magnet is open and the handle 40 is in running position; that when the brakes have been applied by opening the circuit of the magnet 60, they can be released by bringing the handle 40 to cut-out position; that when the brakes have been so released by bringing said handle 40 to cut-out position, the whistle 90 will sound a continuous alarm until the handle is brought back to running position; and finally, that. an alarm will be sounded by either whistle 66 or 90 unless all the parts have resumed their normal positions as shown in Fig. 1.

In the modification shown in Fig. 6, 96 is a three-way rotary valve operated by the piston let, piston rod 16', and rack and pin ion 97, 95. The casing 10 is to be bolted to the bottom side of the rotary valve 35 at its face 98 and the passage 24 may be connected to the retaining valves 26, 27, shown in Fig. 1, the pipe ends 8" may be connected to the train-line pipe 8, the passage 31 to the main reservoir of the air brake system, and the passage 49 to the whistle 66 as in Fig. 1. The connection for the whistle 90 is not shown in Fig. 6, but will be understood from an inspection of Fig. 5. The operation of the modification shown in Fig. 6 is the same as that above described in connection with Fig. l with the exception that the cutting out or blanking of the train pipe is accomplished by the rotating blanking valve 96 instead of the sliding blanking valve 17 of Fig. 1. The parts are shown in F ig. 6 in running position but if the pressure is relieved through the electrically operated valve 58 which closes communication between the whistle 66 and the passage 49, the piston 14 will move to the right and cause the valve 96 to be rotated so thatthe passage 8 will be closed and the port 23 will allow the air to pass from the train-line pipe to port 24, and outto the atmosphere either directly or through a retaining valve as may be desired.

In the modification shown in Fig. 7 the piston rod 16 is connecteddirectly to the armature 64 and its rod 59 thus eliminating the piston 14-. in chamber 12 of Fig. l

and enabling said armature to perform the function of said piston. The main reservoir of the air brake system is connected with the chamber 12 by the pipe 33 which in cludes the valve 40 and the latter controls the passage 89 to the whistle 90. The parts are shown in their normal positions, the magnet 60 being energized by-the battery 68 and the armature being held down on the pole pieces of the electromagnet so that the spring 99 is compressed by the washer 100 secured to the lower end of the rod 16. The insulating bushing 156 is interposed between the casing 1O" and the electromagnet.

The operation is as follows: When the magnet is energized and the armature 64 held in the position shown, the ports of the train-line pipe are uncovered by the valve 17 and the air brake system may be operated in the usual manner. When the electromagnet is deenergized, the armature will be forced upward by the spring 99 so that the valve will cover the port 18 thereby closing communication between the engineers valve and the air brake, and the train-line pipe will exhaust through port 23 and passage 24 directly to the atmosphere, or through the retaining valves 26, 27, thereby blowing the whistle 66 or 66". hen the brakes have thus been applied, they cannot be released otherwise than by re-closing the electric circuit, without causing the whistle 90 to sound an alarm. If said circuit remain open and the brakes are released by opening communication through valve 40 between the main reservoir and chamber 12, the piston will descend, valve 17 will resume its normal position, so that air pressure from the engineers valve will pass to the train-line pipe and release the brakes, and the, pressure in chamber 12 will cause the whistle 90 to blow continuously so long as the release is caused by the pressure in the chamber 12.

While I have shown the electrically-operated valve 58 with a closed electric circuit including a source of electric current and various means for opening and closing said circuit, it will be apparent that the failure of the source of current or the short-circuiting of the same, will cause the train-line pipe to be blanked and the brakes set auto matically.

Vhile I have shown the electrically-operated valve controlled by closed electric circuits, it will be apparent that an open circuit or series of open circuits, as well as a abutment connected to the valve to control the How of air in the brake-pipe, an exhaust port, an electrically-operated valve, and a regulating valve controlling ports by which, respectively, an equilibrium of pressure is established and a different pressure is effected on opposite sides of the abutment.

2. In combination, a movable abutment I fitted to work in a chamber communicating with a brake-pipe connection on one side of the abutment, a valve connected to said abutment and controlling the flow of the air in a brake-pipe and controlling a dischargepipe leading from brake-pipe on one side of valve in'the brake-pipe to the atmosphere, a supply-port for increasing the pressure in the chamber on one side of the abutment, an electricallymontrolled exhaust port for controlling the pressure in the chamber on one side of the abutment opposite that Which is in communication With the brake-pipe connection, and a regulating valve controlling said supply port.

3. In combination, a movable abutment fitted to Work ina chamber communicating With a brake-pipe connection on one side of the abutment, a valve connectedto said abutment and controlling the flow of airin a brake pipe and controlling a discharge"pipe on one side of the valve in the brake pipe to the atmosphere, asupply port for increasing the pressure in the chamber on one side of the abutment, an electrically-controlled exhaust port for relieving pressure in the chamber on the sideof the abutment opposite that which is in connection with the brake-pipe connection, and a regulating valve controlling said supply port.

a. In combination, a movable abutment fitted to Work in av chamber communicating with a-brake-pipe connection on one side of the abutment, a valveconncted to said abutment, and controlling the flow of air in a brake-pipe and controlling a discharge port-pipe in the brake-pipe at one side of the valve in the brake-pipe through a pressure-retaining valve to the atmosphere, a supply port for increasing the pressure in the chamber on one side of the abutment, an electrically-controlled exhaust port for reducing pressure in the chamber on the side of the abutment opposite that which is in communication With the brake-pipe connection and a regulating valve controlling said supply port.

In combination, a movable abutment fitted to work in a chamber communicating "with a brake-pipe connection on one side of the abutment, a valve connected to said abutment and controlling the flow of air in'a brake-pipe and controlling a discharge-port pipe in the brake pipe at one side of the valve in the brake-pipe through one of a plurality of pressure-retaining valves to the atmosphere, a supply port for increasing the pressure in the chamber on one side of the abutment, an electricallyrontrolled ex haust port for reducing pressure in the chamber on'the side of the abutment opposite that Which is in communication With the brake-pipe connection, and a regulating valve controlling. said supply port.

6. I11 an air-brake system, an electricallyoperated valve for settin the brakes, a manually-operated valve or releasing the brakes, and an'alarm apparatus arranged to be actuated when said manually-operated valve is thrown to brake-releasing position Without first closing said electrically-operated valve.

In testimony whereof I have hereunto signed my name in the presence of two subscribing Witnesses.

EDWARD L. oRoUTT'.

In presence of- B. FRANKLIN WEBSTER, FRANCIS W, JoHNsoN. 

